. Acknowledge the PNF callout, for proper crew coordination purposes

. Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions

. Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-around.

VIII Factors Involved in Unstabilized Approaches The following circumstances, factors and errors are often cited when discussing rushed and unstabilized approaches:

. Fatigue (e.g., due to disrupted sleep cycle, personal stress, …);

. Pressure of flight schedule (i.e., making up for takeoff delay, last leg of the day, …);

. Any crew-induced or controller-induced circumstances resulting in insufficient time to plan, prepare and execute a safe approach;  This includes accepting requests from ATC for flying higher and/or faster than desired or flying shorter routings than desired; 

. ATC instructions that result in flying too high and/or too fast during the initial or final approach (e.g., request for maintaining high speed down to the [outer] marker or for GS capture from above – slam-dunk approach); 

. Excessive altitude and / or excessive airspeed (i.e., inadequate energy management) early in the approach;

. Late runway change (i.e., lack of ATC awareness of the time required to reconfigure  the aircraft systems for a new approach);

. Non-standard task-sharing resulting in excessive head-down work (e.g., FMS reprogramming);

. Short outbound leg or short down-wind leg (e.g., in case of unidentified traffic in the area);

. Inadequate use of automation: Late takeover from automation (e.g., in case of AP failing to capture the GS, usually due to crew failure to arm the approach mode);

. Premature or late descent due to absence of positive FAF identification;
　
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